Tilting device for vehicles



Dec. 30, 1930. ,A. WILLIAMSON TILTING DEVICE FOR VEHICLES Filed NOV. 2,1929 3 Sheets-Sheet l INVENTOR.

TTORNEYS Alva Williamscm W x di Dec. 30, 1930. WILLIAMSON 1,786,589

TILTING DEVICE FOR VEHICLES Filed Nov. 2, 1929 3 Sheets-Sheet 2 Alv aWilliam 5 GT1 ATTORNEYS.

Dec. 30, 1930. A. WILLIAMSON TILTING DEVICE FOR VEHICLES 3- Sheets-Sheet3 Filed Nov. 2, 1929 mWM g 6m Q\\ ATTORNEYS.

Patented Dec. 30, 1930 ALVA wrnnranson, or SAN BERNARDINO, CALIFORNIATIL'I'ING DEVICE FOR VEHICLES Application filed November 2, 1929.

This invention relates to an improved device for tipping of vehicles sothat access may be readily had to the under part of the chassis, andthelike.

The primary object of this invention the provision of an improvedvehicle tilting device, in some respects similar to the device of my U.S. Patent #1,692,715, patented ilovemher 20, 1928, but differingthereover in the provision of a practical and eiiicicnt frame structurein which the base is ri idly con nected to the trackway for the wheelsof the vehicle, with an improved fulcrum upon the base which will permitthe facile ti ting of the frame structure to a rest position forinclining the vehicle at an angle of 45 A further object of thisinvention is the provision of an improved vehicle tilting device whichwill permit of tilting of a vehicle without any considerable exertion ofmanual effort, to an inclined position where the same may come to restin a position which will be maintained by reason of the eccentric weightof the vehicle; the frame being free of pivot parts which are relativelymovable to enable the tipping action, such as shown in my patent abovereferred to.

Gther objects and advantages of this invention will be apparent duringthe course of the following detailed description.

In the accompanying drawings, forming a part of this specification andwherein similar reference characters designate corresponding partsthroughout the several views;

Figure 1 is a site elevation of my improved tilting device, showing thevehicl mounted thereon in upright position.

Figure 2 is a perspective view of my improved tilting device.

Figure 3 is a plan view of improved tilting device, showing the relationin which the wheels of the vehicle rest thereonjust prior to tilting,and in dotted lines showin the relation in which one of the runway tionsof the trackway arrangement swung justprior to the tilting action.

Figure -1 is an end view of the improvedframe, showing a vehiclethereon. tne view being taken from the runway end of the dedce, with thevehicle in upright position.

SEC-

Serial No. 404,312.

Figure 5 is a view similar to Figure l, with one of the runway sectionsof the trac-kway swung to a position which will enable the frame to betilted for throwing the vehicle to an inclined position. 1

Figure 6 is a perspective view of a modified form of tilting frame, bymeans of which the vehicle may be tilted to either side of thelongitudinal axis or center line of the frame.

Figure 1 is a plan view of the tilting frame of Figure 6, showing indotted lines the rela tion in which one or the other or both of therunway sections ofthe traclrway system of the tilting device may beswung from their full line posit-ion shown in Figure 6, to facilitatetipping action at the side desired.

In the drawings, wherein for the purpose of illustration are shownpreferred and iodified forms of the invention, the letter A maygenerally designate a preferred form of tilting device and B a modifiedform. In many respects both forms of the invention are similar, andinsofar as applicable to both forms 2 of the invention, similarreference characters are intended to apply to correspending parts.

Referring to the invention A, the same comprises trackways 10 and 11disposed in substantial parallelism and supported by improved fulcrumingstandards 12 and 13 of similar construction.

Each of the standards 12 and 13 includes a straight line foot piece orbottom portion 15, one end 16 of which is arcuated upwardly, defining adownwardly facing convex ful- :2; crum'on which the frame A is intendedto pivot as an axis; the curved end 16 being relatively short anddisposed, as will be subsequently mentioned, at a location preferablybetween the lines of the trackways 10 and 11. Uprights 17 and'l8 areprovided at the ends of the straight portion 15 of the standards 12 and13; the uprights 17 and 18 being respectively adjacent and remotewithrespect to the tulcruined end 16. At the upper ends the uprights 17and 18 support a cross beam structure upon which the trackways l0 and 11are respectively mounted. Such cross beam structure includes an uppermember 20, connected at 21' on top of the upright 17 and th efromextending at opposite sides downward an d conrergently, one end. beingextended beneath and connected rigidly to the trackway 11 and extendingoutwardly therebeyond and connected, of course, to the upper end of theupright 18. The oppos te end pin of the beam 20 extends beneatl'i thetraclnvay 1.0 and rigidly secured thereto. A suitable lower brace been,2 3 is secured at 2 f to the upper end of the upright 17, spaced beneaththe attaching location 21, and at opposite sides of the uprights 17extending upwardly in a divergent relation, one end being secured to theportion 20 beneath the track 11, and at the opposite end of the beam 23being secured to the beam 20 beneath the track 10, as clearly show inFigure 2 of the drawings. The top cro beam on which t 1e trackways 10and 11 are mounted may be bolted, riveted,'welded, or otherwise securedat the top of the upright 17, and may be stabilized by downwardlyextending braces 25 secured to the foot piece 15 beneath the cross beamportion 23, as shown in the drawings.

The trackway 11 includes an entrance or runway portion 27, the lower endof which is adapted to contact on the floor or ground surface and hencelies in the same plane as the foot portions 15 of the standards 12 and13. The runway 27 slopes upwardly, crossing and being secured to thecross beam of the standard 12, and between the standards 12 and 13 beingupwardly convened at 28. Beyond the standard 13 it extends horizontal asshown at 29, being provided with a stop 30 at the end thereof. Ofcourse, the trackways 10 and 11 are of channeLshaped construction, beingprovided with opposite side guard flanges, as is usual, to preventlateral displacement of the vehicle wheels. If desired, the guardflanges may be flared outwardly at the entrance end of the runwayportions of the trackways.

The traclrway 10 is constructed identically as to the traclrway 11,except that the runway portion 27 thereof is provided with a lateraloli'set 31 near the standard 12, which is detachably pivoted at to alateral extension 33 rigid with the other portion of the trackway 10, asshown in the drawings. This pivot axis 32 lies between the trackways 10and 11, and permits the runway portion 27 of the trackway 10 to be swunginwardly, as shown by the dotted lines in Figure 3 of he drawings, whenit is desired to tip the frame A on the fulcrum portions 16 of thestandards 12 and 13. The runway portion 27, of course, normally alignswith the outer portions of the trackway 10, as shown in Figure :1. andin such position it may be braced by a diagonal brace rod 35, which ispivoted at 36 intermediate the ends of the runway portion 2 which has areleasable connection at 36 on the top cross beam of the standard 12, asshown in Figure 3. This connection 36 is such as to permit detachment ofthe cross beam 30 which may then connect in an eye or connection 37 onthe cross beam 1.2, closer to the runway 11, to permit the runwaysection 27 to be inclined and held as shown in the dotted position inFigure 3, in an acute angular relation with respect to the line of theremaining portion of the traclrway 10.

As shown in the drawings, in the form of inrention A, the short fulcrumends 16 of the standards 12 and 13 are so disposed as to place thefulcrnn'i or pivot axis of the frame closer to the tracliway 10 than thetrackway 11. This prevents any lateral overbalance of the frame vhen thevehicle C, as shown in Fig ure 1, is being driven onto the device.However, it is to be distinctly understood that the fulcrum ends 16maybe located along the central line of the improved frame A, if founddesirable and expedient. Of course, under such circumstances the side ofthe frame toward which the vehicle tips must be propped or otherwisebraced.

As is also a feature of the invention set forth in my patent abovementioned, .1 pre for to provide flexible clamping members, such aschains or cables lO secured at their ends upon the outside portion ofthe t way 11, adapted to clamp over the wheels against the axles of thevehicle to permit the vehicle to tip with the frame A against liabilityof falling off the frame during the tipping action. I

From the foregoing description it is quite apparent that in order to tipthe vehicle it merelynecessary to swing the runway sec tion 27 to theposition shown in Figure 3. Thereafter an operating handle or lever maybe inse'ted in a suitable socket 51 provided in the traclrway 11,beneath the same. and between the standards 12 and 12-3, and uponpulling upward the frame A it may be tipped upon the short fulcrum endsto of the standards 12 and 13, for the purpose of swinging the frame Aalong a pivotaxis located between the traclnvays 1!) and 11. andpreferably closer to the trackway 10 than the traclrway 11. The framewith the vehicle thereon is readily overbalanced, and due to therelation of the short fulcrum ends 16 with respect to the track 10. thelatter comes into engagement with the floor sur face, with the vehicleinclined at substant a ly 45, and in th s position the center ofgravity, of the vehicle as disposed on the frame A, is such that it willbe located over the track 10 laterally beyond the pivot axis of thefulcrum ends 16 of the standards 12 and 13, and the tipping frame Ahaving): plurality of supporting points, that r trackway 10 and thefulcrum ends 16, enables the vehicle frame A to come to a rest positionfor stably l'iolding the ve \a \J 131 if properly tipped relation sothat a may have ready access to the under parts of the chassis thereof.

Referring to the tilting device the same includes the trackways'71 and72, of identical. construction, which are mounted in parallelism uponthe spaced standards 73 and 7 1-. The standards 73 and 74 are ofidentical construction, each including a straight line. base 75 havingshort fulcrum ends 7 6 and 77 at opposite ends thereof, as shown inFigure 6. The standards 73 and 74 furthermore each include spaceduprights 78 and 79, at the ends of the straight portion 75, adjacent thefulcrum ends 76 and 77, which at the upper ends thereof support a ri 'dcross beam structure 80, of any approved. construction such as shown inFigure 6 of the drawings. One end of the cross beam 80 for each of thestandards extends at 81 beyond the uprights 79 in cantilever arrangementwith respect thereto, being secured beneath and to the trackway 72. Atthe opposite ends the cross beams 80 of the standard extend incantilever arrangement at 82 beyond the uprights 7 8 and are secured attheir outer ends beneath and to thetrackway 71. These cross beams are ofmultiple part construction, which may be varied to suit circumstances. I

The trackways 71 and 7 2 are of the general construction of thetra-cltway 10 above described for the preferred embodiment of theinvention. They each include pivoted runway portion 85. The traclrways71 and 72 further include upwardly bowed portions 86 between the endsthereof, which are secured to. the cross beams of the standards 7 3 and74. Outwardly beyond the standard 7 1- each of the trackways 71 and 7 2includes a straight portion 87 having a stop 88 at the free end thereof.The runway portions of the trackways 71 and 72 are respectivelydetachablv pivoted at 89 and 90 respectively at locations between thetraclnvays 71 and 7 2 to mit the inward swinging of the said runportionsto a position towards the central longitudinal axis of the frame B. Di-

'agonal cross beams 92 and 93 may be respectively provided for the runw.ys of the track- I 71 and 72. hav g connections at 9% at their forwardends internuwliatc the ends of the respective runways, and extendingtherefrom, convcrgently for releasable connection at to the standard 7preferably along the longitudinal central axis of the frame B, as shownin full lines in Figures 6 and 7 of the drawings. These connections 96are releasable, and the rods 92 and 93 may respectively have their ends,when released from the con nections 96, connected at 98 and D9 tosuitable portions of the framework adjacent the tractways 7 2 and 71respectively. Under these circumstances the diagonal cross beams 92 and93 are crossed, and as shown in the dotted lines in Figure 7 of thedrawings, may hold connected together except f the PM) 7 y- Each of thetracks 71 and 7 2 l eand 74 are located in positions well between thelines of the tracks 71 and 72. This onables the framework B to come to arest position wit-h the vehicle inclined thereon at an angle ofapproximately 45, without the nccessity of any other bracing orsupporting structure. It is a feature of the invention that all parts ofthe framework A are rig tween the standards 73 and 7a is provided withan apertured socket 100, into which a fulcrum lever 101 may be laterallyinserted to facilitate the tipping of the frame B to one side or theother, as can readily be understood. Anchor members are provided inpairs upon the traclnvays 71 and 72, in the relation above described forthe preferred embodiment of this invention.

From the foregoing it is apparent that an improved tilting device hasbeen provided for vehicles, which is very sturdy in construction,simple, and which may be made at a relatively low cost to eliicientlyperform the work intended. It is a noteworthy feature of the inventionthat the framework with the weight of the vehicle thereon may be tippedto a position for supporting the vehicle at an inclination between atruly vertical and an inclined 90 position, in a location at restwithout the intervention of additional propping or bracing expedients.

The bowed track portions 28 and 29 are braced by horizontal braces 28secured at the ends of the bowed portions of the tracks and bracedmidwaybetween their ends by an up right 28* engaging the bowed track betweenits ends. Bowing the tracks upwardly facilitates clearance of thevehicle during riding of the same onto the tilting device.

Various changes in the shape, size, and arrangementof parts may be madeto the forms of invention herein shown and described, without departingfrom the spirit of the invention or the scope of the claims.

I claim: I

1. In a vehicle tilting device a base supporting construction havingelevated t-raclis supported thereon in spaced substantial narallelism,said tracks having the portions thereof over which the vehicle wheelstravel for the major distance convexed upwardly to facilitate clearanceof the under parts of the vehicle chassis.

2. In a vehicle tilting device a base supporting construcl'km herring;-elevated tracks supported thereon in spaced substantial parallelism,said tracks having the portions thereof over which the vehicle wheelstravel for the major distance convex upwardly to facilitate clearance ofthe under parts of the vehicle chassis, and fulcrun'i means associatedwith the base for permitting tipping of the device and vehicle thereonto an inclined position.

In combination a vehicle tilting device including a pair of spaceduprights, and an elevated track structure on the spaced uprights forreceiving the wheels of a vehicle to elevate the vehicle, the trackstructure be tween the spaced uprights being arcuated convexly upwardly.

4.. In combination a vehicle tilting; device including a pair of spaceduprights, an elevatel track structure on the spaced uprights forreceiving the wheels of a vehicle to elevate the vehicle, the trackstructure between the spaced uprights being bowed upwardly, andfulcruming means between the tracks.

5. In a. vehicle tilting device the combination of a supporting:sub-structure, trackway means supported on the sub-structure and runwaymeans for the trackway means including a pivoted runway a rod pivotedwith the pivoted runway, and means for selectively clamping said rod forholding the runway in alignment with the trackway means or laterallyinclined with respect to the trackway means to permit tilting thedevice.

6. In combination a pair of spaced uprights each having short upwardlyarcuated fulcrum feet at the base thereof, at opposite sides thereof,said uprights having upper outer ends extending at distances laterallybeyond said fulcrum feet, substantially parall-c tracks supported on theupper outer ends of said uprights at distances beyond said fulcrum feetin an, elevated relation, and cooperating movable runway means havinginea to align the same with the respective tracn ways or tilt the sameinwardly to permit til ing of the device from the pivot axes of saidfulcrum feet.

ALVA lVILLIAlVISON.

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